Engine lubricator



Aug. 31, 1943. E. M. GREEN ENGINE LUBRICATOR Filed June 6, 1941 P atented Aug. 31, 1943 UNITED STATES PATENT OFFICE mmi'fifiam Emmet M. Green, Los Angeles. Calif. Application IIIIIQ 6, 1941, Serial No. 396,817

22 Claims.

This invention relates to improvements in lubricators, particularly of the type adapted to be used for engine head and valve lubrication, and has for its general object to accomplish both lubrication and solvent treatment of the engine parts eiiiciently and in direct accordance with the requirements of the parts for such treatment.

The past has produced various kinds of engine head lubricators, some operating to deliver a continuous feed of lubricant into the air stream 1 taken by the engine, while other supply the lubricant intermittently and at the time of starting the engine in operation. The present device is of an intermittent delivery type, but operates differently in certain fundamental and distinctly advantageous respects, from all prior lubricators of which I am aware. The characteristic mode of operation of those lubricators that deliver to the engine a single, as distinguished from a continuous charge of lubricant, is to cause such delivery to occur during and for a short period following starting of the engine in operation, with recharging of the lubricant metering parts of the device occurring while the engine is stopped. Illustrative of this general type is my copending application Serial No. 256,146, filed February 13, 1939, on Lubricator, now Patent Number 2,267,728.

As shown in my copending application Serial No. 394,690, filed May 22, 1941, there has also been developed a lubricator which will provide either a single charge of lubricant at the start of the engine operation or a continuous supply of lubricant.

Some of the heretofore proposed intermittent delivery type lubricators are inherently objectionable and wasteful of lubricant in that they operate to deliver a charge to the engine each time it is started, and at times when the engine parts do not require lubrication. This objection is overcome by the invention of my copending application mentioned above, in that it permits delivery 01' the lubricant charge only after the engine has been stopped for an extended period of time during which, under all normal condi- 'tions. the engine will have cooled. However, it is found that even such delayed responsiveness will not meet certain requirements for more perfect lubrication under all conditions of engine operation, and particularly for the most effective solvent treatment of the parts to be contacted by the lubricant. .For example, delivery of lubricant only at the start of engine operation may not adequately lubricate and solvent treat the engine valves and upper cylinder walls while the engine is in continuous operation over an abnormally long period of time.

The present invention departs from past practices in that instead of controlling the supply of successive lubricant charges to the engine in accordance with its starting and stopping, or with relation to a predetermined length of time after the engine is stopped, the interval between deliveries of successive charges is governed generally by the extent to which the engine actually has been in operation, and specifically in accordance with a predetermined period of operation, whether that period be continuous or the aggregate of intermittent shorter periods'of operation. Since it may be said that as a general proposition, the need for lubrication and solvent treatment is a direct function of the extent (total revolutions or length of time) the engine has been in operation, the advantages and desirability of thus controlling delivery of the lubricant are readily appreciated. Thus, assuming for example a condition of continuous engine operation over a time period of such duration that the engine requires lubrication more than once, it is important that the lubricator be capable, as I have provided, of metering and delivering the individual charges after extended intervals, while the engine remains in operation. Conversely, it is also important where successive engine operating periods are short, that the lubricant delivery be withheld until the end of an aggregate operating period when lubrication is needed.

In addition to its functional advantages the present lubricator is characterized by its capacity for extremely simple and economical manufacture. Although, as will be understood, the invention is capable of various particular forms and embodiments, typically 'and preferably it is made to comprise a simple arrangement of a lubricant reservoir, a supply chamber, and equally simple communications between the reservoir and supply chamber, and between the latter and the engine, whereby operation of the engine produces delivery of lubricant from the reservoir at a predetermined (slow) rate into the supply chamber, and intermittent deliveries of predeterm'ined or measured charge of the lubricant from the chamber to the engine after predetermined intervals based on actual operation of the engine.

A better understanding of the above men tioned features of the invention, as well as of additional objects and the details of a typical and preferred embodiment as referred to above, will be had from the following description and the accompanying drawing, in which:

Fig. 1 is a vertical sectional view of the apparatus; and

Fig. 2 is a fragmentary section illustrating a variational feature of the invention.

The body of lubricant in from which successive charges are taken for intermittent delivery to the engine, may be contained in a suitable reservoir such as a container ii closed at its top by a. suitable cap i 2 which may have a screw threaded which may connect into the engine manifold, not 1 shown, or at, any other suitable location, and through which the engine-created suction is communicated to the interior of the reservoir. It

will be understood that the particular form of the container H and its closure i2 may be modified as desired to adapt the parts to the use oi. individual containers or cans in which the lubricant may be sold.

The lubricant supply chamber l6, which need consist merely of a cup-shaped container I1 and a topclosure l8 screw threaded or otherwise attached at l9 to the container I1, is mounted within the upper interior of the reservoir as by means of supports 20 suspending the chamber assembly from cap l2 of the reservoir. During operation of the engine, lubricant is supplied from body ID to the chamber l8 through orifice 2| in the bottom of the depressed portion 22 of the chamber cover I 8, the rate of lubricant delivery into the chamber being determined by the effective size of orifice 2| In the form of the invention shown in Fig. 1, this efiective orifice size may be varied to increase or decrease the rate of lubricant dethe supply chamber l8, by a siphon tube 34 extending through the bottom of the chamber and discharging into the enlarged mouth 35 of conduit i5 placed directly below the outlet end of the siphon tube. The latter may be centrally positioned within the supply chamber, bringing the highest overflow point 34a of the tube in alinement with the vertical axis of the chamber, in order to minimize variations in the quantity of charge siphoned through the tube, as might result from inclining or tipping oi the chamber.

Reference has been made to the showing in Fig. l of an adjustable needle valve 23 for controllably varying the rate of oil flow into the supply chamber, and the period during engine operation, required for accumulation of the charge to be delivered to the. engine. The period between deliveries of successive charges may also livery into the supply chamber, by an adjustable needle valve 23 having a threaded stem extending at 24 through the cap I2, as illustrated.

The top surface of the supply chamber may or may not have the cavity 22 above the metering orifice 2|. If used, the cavity may be regarded a forming a secondary chamber within which a predetermined or constant head of lubricant is maintained above the orifice, and from which an amount of lubricant, depending upon the volume of the cavity, will drain through the orifice to supplement the oil in the supply chamber, after the engine is stopped.

Lubricant may be elevated from thebody |0 for delivery through orifice 2| to the supply chamber, by'a suitable air lift or pump 25 and comprising, for example, an air inlet tube 26 extending downwardly from its communication through filtering material 21 with the atmosphere, toward the bottom of the reservoir and having a nozzle end 28 discharging into a riser tube 29. Lubricant enters tube 29 through openings 30 below the outlet or nozzle 28 of tube 28. During engine operation, the depression within the reservoir causes air to be drawn in through tube 1 28 and the oil entering tube 29 through openings 30, to be carried upwardly with the air stream through tube 29 and discharged at 3| directly above the cavitation 22 in the supply chamber cover. A screen 32 is placed above the orifice 2| to prevent clogging of the orifice by any solid or gummy particles present in the oil. The

' rate of lubricant discharge through tube 29 will be in excess of the rate of lubricant feed through orifice 2| into the supply chamber, and the excess oil simply overflows the top of the chamber and returns to the lubricant body Hi. Pressure equalization between the reservoir and the supply chamber may be assured by maintaining a suitable open communication between the two, as by means of a bent tube 33 extending through the cover of the chamber.

Provision is made for automatically causing delivery tothe' suction line I5 of a lubricant charge accumulated to predetermined volume in be varied, as shown in Fig. 2, by maintaining, un-

der given pressure conditions, uniform rate of oil delivery to the supply chamber and varying in effect the volume of the chamber to be occupied by the charge before its removal by the siphon. In Fig. 2 the oil is shown to enter the supply chamber through a constant-size orifice 31 about an adjustable stem 38 threaded through the cap at 39 and connected at 40 with a flexible free end portion 4|a of the siphon tube, the lower part 4| of which is rigid and afiixed to the bottom wall ofthe chamber IT. The connection at 40 may consist typically of a projection 42 carried by the flexible tube Ma and having its un-, der-side engaged by the head 43 of stem 38. When turned, the latter rotates within the pro- J'ection 42 and elevates or lowers the bend of the tube 4|, thereby varying the' depth to which the lubricant must accumulate in the chamber before overflowing through the siphon.

The form of the invention shown in Fig. 2 may have an advantage for certain operating requirements, independently of the function of the siphon tube adjustment for varying the length or time required for accumulation of the charge. I refer here to the capacity of the adjustment for controllably varying the volume of the charge charges.

A previously observed, the invention is particularly advantageous by reason of its mode of operation, for the delivery of lubricants which contain solvents or have solvent properties with respect to carbonaceous deposits on the engine part to be contacted by the lubricant. Accordthe rate at which the charge accumulates to a predetermined quantity or volume in the supply chamber. Under normal conditions of engine operation, lubrication and solvent treatment of the engine parts are not required at intervals shorter than periods of about one hour, or even two or three hours, based on the time of continuous or actual engine operation. Valve 23 in Fig. l, or the tube 4| in Fig. 2, therefore is adjusted accordingly. When the lubricant accumulates in the supply chamber to the level L-L I of overflow through the siphon tube, the charge is delivered to the suction conduit l5 (at a rate which may be controlled by the effective size or diameter of the siphon tube) to be taken into the engine. Thereafter, a successive charge accumulates within the supply chamber, but only while the engine is operating, to be delivered at the end of a determined period or extended engine operation. As will be apparent, whatever amount of lubricant is present in the supply chamber when the engine is stopped, will remain to be supplemented by additional lubricant when the engine again starts into operation.

I claim:

1. In an engine lubricator of the character described, a lubricant reservoir, a supply chamber, means operable by suction created by running of the engine for delivering a predetermined charge of lubricant from said reservoir to the chamber during running of the engine, and means operable as the engine continues to run and when said charge has been delivered to the chamber to feed the charge to the engine and to then discontinue the lubricant feed thereto.

2. In an engine lubricator of the character described, a lubricant reservoir, a supply chamber, means operable by and only during communication of suction created by running of the engine for delivering at least the greater portion of a predetermined charge of lubricant from said reservoir to the chamber, and means operable as the engine continues to run and when said charge has been delivered to the chamber to feed the charge to the engine and to then discontinue the lubricant feed thereto.

3. In an engine lubricator of the character described, a lubricant reservoir, a supply chamber,

means operable by and during continuous running of the engine for successively delivering preervoir to the chamber atintervals of at least one hour, and means operating intermittently and when each charge has been delivered to the chamber, to feed said charges to the engine,

5. In an engine lubricator of the character described, a lubricant reservoir, a upply chamber, means operable by suction created by and during continuou running of the engine for successively delivering predetermined charges of lubricant from said reservoir to th chamber, and means operating intermittently and when each charge has been delivered to the chamber, to feed said charges to the engine,-the intermittent operation of the last mentioned means being controlled in accordance with the accumulation of individual lubricant charges in said chamber.

6. In an engine lubricator of the character described, a lubricant reservoir, a supply chamber, means operable byand during continuous running of the engine for successively delivering predetermined charges of lubricant from said reservoir to the chamber, and means operating intermittently and when each charge has been delivered to the chamber, to at least partially empty the chamber of lubricant and feed said charges to the engine, and to discontinue the feed of lubricant to the engine between its said intermittent operations.

'7. In an engine lubricator of the character described, a lubricant reservoir, a supply chamber, means operable by the engine suction for elevat ing lubricant from the body of lubricant in said reservoir and delivering a predetermined charge of the elevated lubricant into the supply chamber during running of the engine, and means operable when the charge has been delivered to. the chamber to at least partially empty the chamber of lubricant and feed the charge to the engine.

8. In an engine lubricator of the character described, a lubricant reservoir, a supply chamber, means operable by the engine suction for elevating lubricant from the body of lubricant in said reservoir and delivering a predetermined charge of the elevated lubricant into the supply chamber at a relatively slow rate through a restricted oriflce during running of the engine, and means operable when the charge has been delivered to the chamber to feed the charge at a relatively fast rate from said chamber to the engine.

9. In an engine lubricator of the character described, a lubricant reservoir, a supply chamber,

means operable by the engine suction for elevating lubricant from the body of lubricant in said reservoir and delivering a predetermined charge of the elevated lubricant into the supply chamber, and a siphon operable when the charge has r been delivered to the chamber to withdraw the charge therefrom for delivery to the engine.

10. In an engine lubricator of the character described, a lubricant reservoir, a supply chamber, means operable by the engine suction for elevating lubricant from the body of lubricant in said reservoir and delivering a predetermined charge of the elevated lubricant into the supply chamber, a siphon operable when the charge has been delivered to the chamber to withdraw the .l charge therefrom for delivery to the engine, and

operable only when said volume of the supply.

chamber is filled to withdraw a corresponding charge of lubricant therefrom, and a condu t through which said charge is drawn into the engine.

12. In an engine lubricator of the character described, a lubricant reservoir, a supply chamber contained within the upper interior of the reservoir. means operable by engine-created suction communicated to the reservoir for elevating lubricant from the body of lubricant in the reservoir and delivering ,the elevated lubricant into a predetermined volume of the supply chamber through a restricted orifice which times the rate of lubricant delivery to the chamber, means for e uaIizing the reservoir and supply chamber pressures, a siphon operable only when said volumeof the supply chamber is filled to withdraw a corresponding charge of lubricant therefrom, and a conduit through which said charge is drawn into the engine.

13. In an engine lubricator of the character described, a lubricant reservoir, a supply chamber contained within the upper interior of the reservoir, means operable by engine-created suction communicated to the reservoir for elevating lubricant from the body of lubricant in the reservoir and delivering the elevated lubricant; into a predetermined volume of the supply chamber through a restricted orifice which times the rate of lubricant delivery to the chamber so that said volume of the chamber is filled in a period not less than about one hour, a siphon operable only when said volume of the supply chamber is filled to withdraw a corresponding charge of lubricant therefrom, and .a conduit through which said charge is drawn into the engine.

14. In an engine lubricator of the character described, a lubricant reservoir, a supply chamber contained within the upper interior of the reservoir, means operable by engine-created suction communicated to the reservoir for elevating lubricant from, the body of lubricant in the reservoir and delivering the elevated lubricant into a predetermined volume of the supply chamber through a restricted orifice which times the rate of lubricant delivery to the chamber, means for controllably varying the rate of lubricant delivery through said orifice, a siphon operable only when said volume of the supply chamber is filled to withdraw a corresponding charge of lubricant therefrom, and a conduit through which said charge is drawn into the engine.

15. In an engine lubricator of the character described, a lubricant reservoir, a supply chamber contained within the upper interior of the reservoir, means operable by engine-created suc-v tion communicated to the reservoir for elevating lubricant from the body of lubricant in the reservoir and delivering the elevated lubricant into a predetermined volume of the supply chamber through a restricted orifice which times the rate of lubricant delivery to the chamber, means for controllably varying said volume of the chamber, a siphon operabl only when said volume of the supply chamber is filled to withdraw a corresponding charge of lubricant therefrom, and a conduit through which said charge is drawn into the engine.

16. In an engine lubricator of the character described, a lubricant reservoir, a supply chamber, means operated by the engine for continuously transferring lubricant from said reservoir to said supply chamber, means controlledby the delivery of lubricant to said chamber for intermittently delivering predetermined charges of lubricant from said supply chamber, and means operated by the engine suction for delivering said removed charges to the engine. 1

1'1. In an engine lubricator of the character described, a lubricant reservoir, a supply chamber, means operated by said engine for continuously transferring lubricant from said reservoir to said supply chamber, means controlled by the delivery of lubricant to said chamber for intermittently removing predetermined charges of lubricant from said supply chamber, and means operated by the engine suction for delivering said removed charges to the engine during continuous operation of the engine.

18. In an engine lubricator of the character described, a lubricant reservoir, a supply chamber, means operated by said engine for continuously transferring lubricant from said reservoir to said supply chamber, means controlled by the delivery of lubricant to said chamber for intermittently removing charges of lubricant from 7 said supply chamber, means operated by the engine suction for delivering said removed charges to the engine during continuous operationof said engine, and means for varying the size of said charges.

19. In an engine lubricator of the character described, a lubricant reservoir, a supply chamber, means operated by said engine for continuously transferring lubricant from said reservoir to said supply chamber, means controlled by the delivery of lubricant to said chamber for inter-- mittentiy removing charges of lubricant from said supply chamber, means operated by the engine suction for delivering said removed charges to the engine during continuous operation of said engine, and means for varying the "time interval between removal of said intermittent charges from the chamber.

20. In an engine lubricator of; the character described, a lubricant reservoir, a supply chamber, means operable by and during running '01 the engine for delivering a predetermined charge of lubricant from said reservoir to the chamber, means controlled by the accumulation of lubricant in the chamber for removing the chargetherefrom, and means operable by engine-created suction to feed the removed charge to the engine and to automatically discontinue such feed upon the removal of said charge from the chamber.

21. In an engine lubricator of the character described, a lubricant reservoir, a supply chamber, means operable by and only during running of the engine for delivering at least the greater portion of a predetermined charge of lubricant from said reservoirto the chamber, means controlled by the accumulation of said charge above a predetermined level in the chamber and operable to remove the charge from above that level,

and means operable by engine-createdsuctionto feed the removed charge to the engine and to automatically discontinue such feed upon the removal of said charge from the chamber.

22. In an engine lubricator of the character described, a lubricant reservoir having lubricant in the lower portion thereof, a supply chamber, a discharge passage having one end open to the reservoir above the lubricant level and the other end connected to the engine suctionline, means operable by and during running of the engine for delivering lubricant from said reservoir to the chamber, and means for feeding lubricant from said chamber to the open end of said discharge passage, the last mentioned means operating to discontinue such feed of lubricant upon removal of a predetermined amount of lubricant from said chamber.

EMMET M. GREEN. 

